MAC PARA VERVE User manual

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Contents

MAC PARA COMMUNITY .......................................................................................... 2

THANK YOU ............................................................................................................... 3

WARNING................................................................................................................... 3

OVERALL PLAN ......................................................................................................... 5

TECHNICAL DESCRIPTION ...................................................................................... 6

PREPARATION .......................................................................................................... 8

FLYING THE VERVE................................................................................................ 10

RANGE OF USE....................................................................................................... 17

EXTREME FLYING MANOEUVRES ........................................................................ 18

LOOKING AFTER YOUR PARAGLIDER.................................................................. 22

OVERALL LINE LENGTHS....................................................................................... 27

RISER ....................................................................................................................... 29

LINE PLAN VERVE................................................................................................... 30

FOLDING LINE PLAN VERVE.................................................................................. 31

ADJUSTING BRAKE LINES ..................................................................................... 32

TREATING NATURE WITH RESPECT .................................................................... 32

MATERIALS.............................................................................................................. 33

CHECKS ................................................................................................................... 34

PARAGLIDER & SERIAL NUMBER ......................................................................... 35

TECHNICAL SPECIFICATIONS ............................................................................... 35

MAC PARA COMMUNITY

MACPARA.com

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THANK YOU

Thank you for choosing MAC PARA product. Our development team is delivering

extensive development work and is creating state of the art paragliders. This user

manual contains important information for the use and maintenance of your paraglider.

Detailed knowledge of your glider and equipment will help you to fly safely and make the

most of your flights. The Verve has been designed as a high performance XC/competition

paraglider and is aimed for experienced pilots only. It is not suitable for beginner or

intermediate pilots, aerobatics, training or tandem flights. To be used safely, the Verve

requires a high level of piloting skills. Pilots are expected to have an in-depth knowledge of

SIV, preferably with recent, direct experience of a high aspect ratio wing.

WARNING

Please read this manual carefully and note following details

Paragliding is a sport, which demands, besides the optimum equipment, a high degree of

attentiveness, good judgement, and theoretical knowledge. Paragliding can be a

dangerous sport, which may lead to injury and death. Flying a paraglider is undertaken with

the full knowledge that paragliding involves such risks. This paraglider meets at the time of

delivery requirements of the EN (European Norm) 926 or LTF (German Certificate of

Airworthiness). Any alternations to the paraglider will render its certification invalid! The use

of this paraglider is solely at the user’s own risk! Manufacturer and distributor do not accept

any liability.

These operating instructions must be fully read and understood before the first flight. As

the user of this paraglider you take the responsibility for all risks associated with its use.

Inappropriate use and or abuse of your equipment will increase these risks.

Be ready to practice as much as you can. The ground handling with your paraglider is the

most important part of training. Make sure you always complete a pre-flight inspection of all

of your equipment. Never attempt flying with unsuitable or damaged equipment. Always

wear a helmet, gloves and boots. Make sure that you are physically and mentally healthy

before flying. Pay special attention to the terrain you will be flying and the weather

conditions before you launch. If you are unsure do not fly, and always add a large safety

margin to all your decisions.

Keep this manual for reference, and please pass it on to the new owner if you ever re-sell

your paraglider.

If, after carefully reading this handbook, you still have questions, suggestions or criticism

regarding this product do not hesitate to contact your dealer or us. We will be glad to help

and advice.

MAC PARA wish you nice –XC flights with your Verve.

Version 1.0 Stand 10.2023

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Operating limits

The Verve is light sport aircraft with an empty weight of less than 120 kg in the category

paraglider. The Verve has been tested by Air Turquoise SA certification laboratory to

LTF and EN C category. The Verve is certified for solo flight. The Verve has been load and

shock-tested and passed with a load corresponding to 8G of the maximum weight in flight.

Its flying tests have shown that the glider remains stable and controllable over a wide

range of normal and abnormal flight conditions. Nevertheless, turbulence and gusting

winds can lead to a partial or complete collapse of the canopy. Therefore never fly in such

conditions.

The Verve must not be used outside the certified weight range.

The Verve must not be used during rain or snow-fall.

The Verve must not be used in high or gusty winds.

The Verve must not be used in cloud and fog.

The Verve must not be used by pilots without sufficient knowledge or experience.

The Verve must not be used for aerobatics/extreme flying or flight manoeuvres at an angle

greater than 90°.

The Verve must not be used when the canopy is wet.

The Verve has been certified for a defined weight range. We strongly recommend that you

respect these weight ranges. If you want better speed, precise handling, and generally fly

in strong conditions, or in competition you should chose to fly in the middle to top part of

the weight range. Remember, you can always add ballast when conditions are stronger.

The EN 926-2:2013 describes the weight measurement with: “All weights are subject to an

acceptable tolerance of ± 2 kg”. Therefore a slight overload of the wing would be within EN

tolerances. However, flying over the maximum weight further increases the dynamic flight

behaviour.

Before delivery, as well as during production, each paraglider goes through a strict visual

inspection, and is test-flown by your dealer. Stamps on the placard, together with a

completed test-flight certificate, confirm this. Check that the paraglider has been test-flown

before your first take-off. If it has not, consult your dealer.

Liability

Use of the paraglider is at the pilot’s own risk! Pilot is responsible for his own safety and his

paraglider airworthiness. The paraglider carries no warranty! The manufacturer cannot be

held liable for any personal injury or material damage which arises in connection with this

paraglider.

The certification and warranty shall be rendered invalid if there are changes of paraglider

construction, or changes to the brake lines beyond the permissible tolerance levels, or

incorrect repairs to the glider, or if any inspections are missed (annual and 2-yearly check).

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Pilots are responsible for their own safety and must ensure that the airworthiness of the

glider is checked prior to every flight. The pilot should launch only if the paraglider is

airworthy.

All pilots should have the appropriate level of license for their respective country and third

party insurance.

Any changes made to this paraglider invalidate the certificate of airworthiness. There shall

be no liability on the part of third parties, in particular the manufacturer and the dealer.

Before the first flight

NOTE! Your instructor, dealer or a specialist must test-fly and inspect the paraglider before

your first flight. The test-flight must be recorded on the paraglider information label.

Any changes or improper repairs to this paraglider shall render invalid the certification and

warranty.

OVERALL PLAN

Leading edge

Brake handle

Main karabineer

Rapid links

Main lines

Riser

Main brake line

Brake line

Stabilizer line

Top surface

Bottom surface Glider’s label on the

central main rib

Stabilizer

Trailing edge

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TECHNICAL DESCRIPTION

Construction of the canopy

The canopy of the Verve consists of 67 cells over the wingspan. The Verve is “two liner”

paraglider. Every main rib is attached to the 3 or 4 suspension lines. Between these main

suspension ribs, intermediate ribs are suspended by “bridge” diagonal ribs system. These

diagonal ribs lead to the top of ribs. This construction ensures a smooth top surface and

precise airfoil reproduction.

The internal reinforcements maintain the precise form of the canopy and provide stability.

The cell openings on the under-surface of the profile’s nose provide airflow into the glider.

Stretch resistant flares, integrated with diagonal ribs at the suspension points, ensure an

even distribution of load throughout the canopy.

A stretch resistant Mylar-reinforcements combined with Nitinol rods help to keep airfoils in

right shape and this guarantees a high level of stability. Large cross spots allow effective

airflow inside the canopy, providing good re-inflation without reducing the profile accuracy.

The Verve is a blend of proven Nylon fabrics from Porcher Sport - Skytex 32 and Skytex

27. Like any synthetic material, this can deteriorate through excessive exposure to UV.

Various forms of Nitinol rods are used in the Verve (rigid construction), which help maintain

the shape of the leading edge and the stability of the canopy.

Rigging system

The gallery lines of the Verve are made of proven strong and stretch resistant non covered

Aramid/Kevlar or Dyneema lines. The entire rigging system comprises individual

suspension lines looped and stitched at each end. The main lines of the Verve are made of

proven strong and reinforced non covered Aramid/Kevlar lines. The lines used on the

Verve have strengths from 40 kg up to 360 kg.

The suspension lines are comprised of “cascaded top lines” (attached to the under-

surface),”cascaded middle lines” (cascade 1 and 2), and “main lines”. Main lines lead to

the “quick link” (a small carabiner which connects lines and risers).

The two central A-lines are attached to the main A-riser. The outermost A-line are attached

to the A1-line. The 3 B-main lines are attached to the B-riser.

The main brake lines leads through the pulleys on the C-riser. The line connections are

made to triangular quick links (karabiners) fitted with a rubber ”O-ring” in the form of a

”figure eight” which prevents any slipping of the lines on the quick link.

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Brake Lines

The ”brake lines” are not load carrying suspension lines. They lead from the trailing edge of

the canopy to the main brake lines and run through the pulleys on the B-risers to the brake

handles. A mark on the main brake line indicates the position of the brake handle. This

adjustment, on the one hand, allows sufficient brake to be applied during extreme flying

situations and when landing, while on the other hand, this ensures that brakes are not

permanently applied to the canopy (especially when fully accelerated).

We are convinced it is better to have slightly long brake lines and to fly with a wrap

(half turn of line around the hand) to maximize performance of your glider. The brake line

lengths have been set carefully. This trimming should not be altered.

Risers

The Verve is equipped with 2 risers per side. The A riser is covered with coloured webbing,

to allow for easy identification. The main suspension loops, on the bottom of the riser, are

color coded (red/green). This is where the main karabiner should be hooked in, which then

in turn connects the risers to the harness.

The risers are equipped with a stirrup operated speed-system, which returns automatically

to normal position when the stirrup is released. The speed system affects the A risers and

changes the angle of attack.

In normal flight all risers have an overall length of 50 cm without quick links. When the

stirrup is pushed out A-risers are shortened by up to a maximum of 16 cm. Outermost mA1

line is shortened for 9 cm. The B-risers retain their original length. These measurements

influence the certification! An incorrectly fitted speed system causes loss of certification!

The risers do not feature trimmers.

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PREPARATION

Preparing for take-off

As for any aircraft a thorough pre-flight check must be made prior to each flight on the

Verve! Before every launch check lines, risers and canopy for damage! Do not launch with

even the slightest damage!

Also check the quick links connecting the lines and the risers. They have to be closed tight.

Put on the harness with maximum care and check the handle of the safety system and that

all the flaps of the outer container are fastened securely and correctly. The main karabiner

must also be checked carefully. Replace it if any damage is visible, or generally after

300 flying hours. Finally connect the risers to your harness with the main karabiners.

Check carefully that they are properly closed. Attention! Never fly with an open main

karabiner! Do not take off if you find any damage on your equipment!

Harness

For flight comfort and safety it is very important that you fly with a suitable, properly

adjusted harness. It is important to set up your harness correctly before flying the glider.

Make sure to spend time adjusting your harness’s different settings until your sitting

position is completely comfortable. The Verve is certified for use with all harnesses with

variable cross-bracing (GH type). Practically all modern harnesses are GH type harnesses.

Older harnesses with fixed cross-bracing (GX type) are not certified and should not be

used.

It’s important for your comfort and safety to fly with a suitable harness that is properly

adjusted. When choosing a harness, remember that the height of the attachment points

(i.e. distance from the carabiners to the seat plate) affects the sensitivity of the glider and

the relative brake travel. The lower position of the carabiners, the more sensitive the glider

is to weight-shift.

The adjustment of the chest strap change the distance between carabiners and affects the

stability of the glider and its handling. Excessive tightening of the chest strap increases

stability but also the risk of riser twists following glider collapses. It also increases the

tendency of getting collapses due to poor feedback from the glider. The risk of twisting is

also strongly influenced by the seating position of the pilot. Flying in a laid back (reclined)

position makes it much more difficult to react in time to prevent riser twisting. With the

chest strap in a more closed position the glider also has more tendency to maintain a

stable spiral. With the chest strap in a more open position, feedback from the glider

increase but stability decrease.

EN certification test flights are carried out with the horizontal distance between the harness

attachments points (measured between connector centrelines) set depending on the total

weight in flight as follows:

Total weight in flight <80 kg 80 to 100 kg > 100 kg

Width 40 ± 2 cm 44 ± 2 cm 48 ± 2 cm

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We recommend adjusting the distance of the chest strap according to the table and, if

necessary, to adapt easily. Take care your leg and shoulder straps are not adjusted too

tightly. If you do, you may have difficulty sitting back into your harness after take-off.

If any problems or disturbances are encountered when flying with a reclined harness, the

pilot must immediately assume an upright seating position. Extreme flight manoeuvres

flown in a reclined position drastically increase the risk of twist. In addition, pilots often

underestimate the reduction in control travel caused by flying an extreme flight manoeuvre.

Fitting the speed-system

The Verve speed system, including Brummel-hooks supplied, must be assembled as per

instructions. Make sure that speed system lines lead correctly through the all of the pulleys

of your harness. (Check your harness manual for instructions). Attach the speed system

lines to the accelerator system on the risers with the Brummel hooks. Adjust the lengths of

the lines so that the main bar sits just beneath your seat. You should be able to hook your

heel in to the lower loop of the accelerator. There must be enough slack in the speed bar to

ensure the front risers are not pulled down in normal trim speed flight, but not so long that it

is impossible to use the full speed range of the glider.

The full range is reached when the limiting straps between A, B risers are tightened.

Rescue System

We recommend that you always fly your Verve with at least one reserve parachute suitable

for your maximum all up flying weight. It is a mandatory requirement to carry an approved

reserve for use in emergency situations where the paraglider fails and recovery is not

possible. The reserve is fitted according to the manufacturer’s instructions.

Note: Carry out your first flights only during stable weather, and in a familiar area or on a

training slope. You should steer gently and carefully to begin with so that you can become

accustomed to the reactions of the glider without stress.

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FLYING THE VERVE

Pre-flight check

Brand-new gliders must be flown first in calm conditions. It is recommended to fly light

spirals in both directions so that the handshake connections between the lines become

tight up.

Follow a consistent routine every time you fly. This is very important for safety. Having

unpacked and laid out the paraglider in a slight horseshoe pattern the following checks

must be made:

 canopy without any damage

 risers without damage

 maillons (quick links) closed tight

 are the brake lines freely and firmly connected to the handle?

 are the lines free from knots, tangles or other damage?

 all main lines run free from the riser to the canopy, brake lines are free

 stitching of the main lines near the risers is o.k.

Putting on the harness:

 rescue handle and deployment pins secure

 buckles (leg- ,front riser) closed

 main karabiners

Before take-off:

 is your personal equipment in order (harness, carabiners, reserve, helmet)

 speed-system mounted and connected properly

 risers not twisted

 brake handle in hands, brake lines free

 pilot‘s position relative to the wing (centred: all lines same tension)

 wind direction

 obstacles on the ground

 free airspace

Note: If there are obvious creases in the glider as a result of tight packing or long term

storage, carry out some practice inflations before your first launch and smooth out the

trailing edge a little. This ensures that the flow profile is correct during launch. This is

particularly important in low temperatures.

When laying out the glider, the wind direction should be observed. The canopy should be

deployed into the wind so both halves of it are loaded symmetrically. The paraglider should

be arranged in a semicircle against the wind. This ensures that the A-lines in the centre

section of the canopy will tension before the ones at the wing tips. Thus the canopy inflates

evenly and an easy launch in the desired direction is guaranteed.

All lines and risers should be carefully untangled and arranged in a way that they do not

catch on anything. It is equally important to untangle the brake lines so that they are clear

and cannot catch on anything during launch. The brake lines should run freely through the

pulleys to the trailing edge of the canopy.

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Make sure the risers are not twisted; this can prevent the brake lines from running freely

through their pulleys. It is often impossible to untangle lines during flight.

It is important that no lines are looped around the canopy. Also called a “line-over”, this

may have disastrous consequences during take-off. Finally connect the risers with your

harness by using the main karabiners. Check carefully that they are closed properly.

Launching

Your Verve will launch with either the forward or reverse technique. The wing should be

laid out in a pronounced arc, with the centre of the wing higher than the tips.

Forward Launch - Nil wind

When gently holding the A-risers move forward positively, your lines should become tight

within one or two steps and the Verve will immediately start to inflate. You should maintain

a constant pressure on the risers until the wing is overhead. It is important to guide the

A-risers smoothly upwards in an arc, keeping your elbows bent and hands at the level of

the shoulders. Do not pull down or push the risers forward excessively, or the leading edge

will deform and possibly collapse making taking-off more difficult and potentially

dangerous. Once the wing comes overhead, it may require a brake input from stopping it

overflying you. Once the Verve is inflated correctly, accelerate smoothly off the launch.

Reverse Launch - Light to Strong Winds

This method of launch makes it easier for the pilot to control the rising of the canopy and is

therefore recommended. The reverse launch technique is generally recommended for the

Verve. Take the brakes and turn around to face the wing. Pass one set of risers over your

head as you turn. Make sure the lines are free from knots or tangles. Check that the

airspace and visibility are clear. Gently pull up the glider in an arc with the A-risers. When

the glider is overhead, brake it gently if necessary, turn around and launch. In stronger

winds, be prepared to take a few steps towards the glider whilst braking as it inflates.

This will take some of the energy out of the glider and it will be less likely to overfly you or

inadvertently pull you off the ground. The reverse-launch technique can be used in

surprisingly light winds too.

Warning! Make sure that the steering lines are not wrapped around the main lines during

the reverse launch. In this case, any faster pull on steering line can damage the sheath on

the main lines.

Tips for the take-off

 Practice ground-handling regularly to improve your take-off skills!

 If the glider comes up slightly off-centre, make small corrections by moving towards

the lower side.

 In stronger winds, take only central A-main line per side over rapid links in one hand

and the outermost B-main line per side in other hand while you hold brake toggles in

your hands. Pull on A-lines and control the speed of rise with the B-lines. Be prepared

to take a couple of steps towards the canopy. By a good procedure the wing tips

cannot rise earlier then the centre of the canopy.

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 The pilot must work actively to keep the glider on the ground in higher winds

(wind speeds from approximately 6 m/s), otherwise the glider may rise above the pilot

unintentionally.

 During reverse launch and ground handling, care should be taken that the brake lines

do not rub over the riser. This may cause damage to the riser or lines.

Flying it

The glider is delivered with a standard set-up and its trim speed can reach 38 - 40 km/h

depending on the weight of the pilot. Trim speed (brakes fully released) is the best glide

speed in calm air. The brake lines are used to adjust the speed according to the flight

situation in order to ensure optimum performance and safety. Minimum sink speed on the

Verve is achieved by light braking. During your first few flights, familiarize yourself with

your glider’s speed range and corresponding brake positions and pressures.

NOTE! Always fly with sufficient clearance from the terrain and always keep the brake

handles in your hands!

NOTE! Flying too slowly close to stall speed increases the risk of an unintentional

asymmetric stall or full stall. This speed range should therefore be avoided and used only

on landing during the final stage of the flare.

Accelerated Flight

Once you have become accustomed to flying the Verve, you can practice using the speed

system. Apply the speed system by pushing the speed bar progressively with your feet.

Use of the speed system improve glide in headwinds and the canopy has greater

penetration in strong winds.

When flying with the speed system applied the angle of attack is lower and the canopy can

collapse more easily than in normal (trim speed) flight. The glider reacts more radically

when a collapse happens during accelerated flight compared to flying at trim speed.

Avoid flying accelerated near the ground, and be careful using the accelerator in

turbulence. If you do encounter a collapse while using the accelerator, immediately step off

the bar completely before taking any other corrective actions.

NOTE! Never apply brakes when using the speed bar. Braking increases lift near the

trailing edge. The main lift point moves backwards. Due to this the wing can loose stability

for a short time. The brake length on the Verve has been tuned to avoid any deflection on

the trailing edge through the brake during accelerated flight. Applying brake while using the

speed system degrades performance and increases the risc of a collapse.

Steering - turning

The Verve is a responsive paraglider and reacts directly and instantly to any steering input.

The Verve performs best in turns when it is flown with sufficient speed and weight-shifting.

Enter a turn with good airspeed, weight-shift and then apply the brake. Once established in

the turn, regulate your speed and turn radius with weight-shift and the outer brake.

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Make your first turns gradual and progressive. Too much braking increases the sink rate.

Any weight-shift has a greater effect the more loosely the chest-strap is fastened.

If the brakes are applied more, the bank attitude increases and the glider will fly a fast turn

increasing in steepness, which will eventually become a spiral dive.

Active Flying

The Verve has good pitch stability. Nonetheless, in turbulence or during manoeuvres, the

glider may pitch. If the glider pitches in front of you, apply brake to slow it down. If the

glider drops behind you, ease off the brakes to allow it to speed up. The objective is to

reduce the pendulum effect by adjusting the angle of attack and speed of your glider so

that glider and pilot are travelling at the same speed. When the conditions are turbulent, be

more active and anticipate the movements of the wing. Practice active flying to eliminate

collapses in all conditions. Try to keep tension on the brakes approximately equal to the

weight of your arms. This allows you to stay relaxed and sensitively feel the internal

pressure in the wing through the brakes. If you feel a loss of pressure in one or both sides

of the wing, quickly apply the appropriate brake(s) to regain pressure. Release the brake

promptly as soon as normal pressure is resumed. If you miss the above timing and get a

collapse, be sure to first raise your hands and release the brakes before considering any

other corrective actions.

B-riser control

The Verve responds very nicely to B-riser control. When gliding at trim speed or in

accelerated flight, we recommend to pilot to control the wing with the B risers. This gives

an improved feel and control over the wing enabling you to fly actively without using the

brakes (which causes drag and pitch movements). The objective is to control pitch so that

the wing does not collapse and stays above the pilot. By pulling the B risers down or

rearwards you increase the angle of attack and return the wing to trim speed. With B riser

control you can fly actively through turbulence, collapses can be avoided or at least

reduced with correct inputs. During accelerated flight, the added control of active B riser

flying further increases the efficiency and stability of the wing. Whilst accelerated the act of

pulling the

B risers is exactly the same as releasing the speed bar. When pushing the bar, if the air

becomes slightly turbulent apply some pressure to the B risers, when the air becomes less

turbulent again you can reduce (or release) pressure on the B risers for extra speed. Flying

fast and efficiently in normal air requires constant attention to the wing, it is necessary to

combine B riser inputs and speed bar adjustments to keep the wing open and pressured.

B-riser control can also be used for steering. Following lifting lines using the B-risers can

make a huge difference to flight performance. To fly with the B risers, keep hold of your

brake toggles (remove any wraps) and either rest your hands on or take hold of the sticks

located on the B risers. The control movement should be subtle and fluid - only small

movements are required. It is good practice to glide with gentle tension applied to the

B-risers (pulling them backwards about 4 to 7 cm) so that you can feel the inputs from the

wing. Those inputs warn you when turbulence is coming, but also allow you to feel the lifty

side of the wing - when the tension on the B-riser on one side increases, pull down on that

side to turn slightly towards the lifting air. This control method is suitable for gliding in good

‘normal’ air without huge levels of turbulence, it does not replace proper active flying with

the brakes in strong turbulent conditions. If you are unsure about the air return the glider to

trim speed, release the B risers and fly the glider actively with the brakes.

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Rapid descent techniques

Many flying situations call for a very rapid descent to avoid a dangerous situation, e.g. the

escape from a cumulus cloud or approaching rain. All rapid descent methods should be

practised in calm conditions and at sufficient altitude so that a pilot is then able to employ

them effectively if extreme conditions arise.

Spiral dives and “Big ears“ are generally the most common methods of descent for

paragliders. Spiral dives attain higher descent rates, but the g-forces can be significant and

the manoeuvre is more physically demanding. Big ears can achieve a moderate rate of

descent with the advantage of forward speed and manoeuvrability. Always try to avoid the

need to use these descent techniques. Thoroughly check the conditions before launch, and

pay close attention to how the day develops.

Spiral dive

The spiral dive is the most effective method for making a rapid descent, and can allow sink

rates of up to 20 m/s to be reached. It is suitable where there is a high ascent rate and little

wind.

The Verve fulfils the EN spiral dive requirements and has no tendency to remain in a stable

spiral dive under normal conditions. Note! The certification test flights are carried out with a

defined carabiner distance. Deviations from this defined setting, unapproved harnesses or

spiral with excessive sink can change the manoeuvre considerably; pilot action may be

required. In such cases, exit the spiral by weight-shifting to the outside and progressively

applying the outside brake.

Before entering a spiral, make sure you have adequate height for recovery. To initiate a

spiral, look in to the direction you want to turn, weight shift and smoothly pull down on the

inside until the glider enters the spiral. Once in the spiral you should re-centre your weight

shift and apply a little outside brake to keep the outer wing tip pressured and inflated.

Spirals with descent rates above 10 m/s are not recommended. Very high decent spiral

dives with high speeds and G-forces can be very disorientating and could lead to a loss of

vision and even black out. Always pay particular attention to your altitude. Always maintain

ground clearance of 150 – 200 m. The manoeuvre must be exited at this height above

ground.

To exit the spiral, check your weight is centred (or slightly towards the outside) and

progressively release the inside brake. As the glider starts to exit the spiral, you may also

choose to reduce the pendulum moment by briefly re-applying the inside brake.

Attention! Due to energy retention, the glider will climb a lot after a deep spiral-dive

release. If you apply inner brake and decelerate the glider for two or three turns, big

pendulum effects can be avoided.

WARNING!! Practise spiralling with caution and lower sink-rates to get a feel for the

gliders behaviour. A pilot who is dehydrated or not accustomed to spiralling can lose

consciousness in a steep spiral dive!

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Spiral dive with tucked ear (asymmetric side collapse)

The disadvantage of a spiral dive is the high G-force. To avoid these G-forces, you can fly

a spiral dive with one ear collapsed on the outside and achieve almost the same sink rates

with a greatly reduced G-force. However, the material stress is high. The manoeuvre is

initiated by pulling the A1-riser down and holding it in the hand. A part of the wing remains

collapsed. With the other hand you carefully initiate a steep spiral. Your seating position

remains neutral. Recovering is done simply by slowly releasing the inside brake.

Spiral dive with the G-chute

The “G-chute” safety device is a small “Anti-G”-type drag parachute that reduces the high

G forces which may occur during the descent in a spiral dive. This enables the pilot to

achieve a higher rate of descent with fewer turns and allows safer spiral descents by

reducing G forces in a spiral dive. The G-chute is simple and easy to use and usually

connected to a carabiner on the harness. It is deployed before the spiral and pulled back

after the manoeuvre is finished and stowed away in the harness. New modern harnesses

are specially developed for competition flights and have an additional pocket and bridle

connecting for the use of the G-chute

Big ears

Big ears are the simplest method for rapid descent. The advantage is that the horizontal

speed is higher than the sink rate (3-5 m/s), unlike a spiral dive. This descent technique is

used to quickly and horizontally exit a dangerous area in the desired direction. It is even

possible to land using big ears (for example top-landing).

In order to collapse the outermost part of the wing, pull firmly the A1-risers down. The

Verve tucks the wingtips and enters a stable descent mode. The pilot keeps hold of the

brake handles along with the A1-risers in his hands. By braking on one side and weight-

shifting, the canopy remains steerable. In order to increase the sink rate as well as the

horizontal speed, this manoeuvre should be done together with use of the speed system.

Apply the speed system after big ears are induced (step into the speed-bar before you

grab the outer A1-risers). Big ears substantially reduce the risk of canopy stability problems

in turbulent air. To exit big ears release the A1-risers. The canopy does self-recover. To

quicken the recovery, the pilot can dynamically pull down and immediately release the

brakes of the glider.

WARNING! Never do spirals with big ears on both sides, as this may drastically reduce

the number of lines taking the already high loads, causing structural failure.

B3-Technique

“B3-technique” is the alternative to Big Ears. Especially effective on high aspect ratio

wings, the “B3 technique” produces a wingtip stall. This reduces the wing area for a rapid

descent. To increase your sink rate, first apply a little speed bar (about 25%) and then pull

in the (outermost) B lines simultaneously, firmly and progressively. To exit the manoeuvre,

release the tips simultaneously and progressively and then release the speedbar.

16

B-line stall

This manoeuvre is not possible with the Verve. For fast descent use techniques described

above.

Approach and Landing

To avoid excessively demanding situations on the approach to landing, it is important to

initiate the process at an adequate altitude. This leaves you enough time to observe and

appropriately deal with wind direction and any other gliders in your vicinity.

The Verve is easy to land. The final leg of the landing approach must be into the wind.

Adopt an upright position in your harness by sliding your legs forward, ready to make

contact with the ground. During this final glide the paraglider should be decelerated slowly

and at approximately one meter above the ground, according to conditions, the pilot should

flare the canopy. The glider may climb again, gaining height, if too much brake is used too

early. Higher wing loading results in a higher ground speed. Make sure you always land

into the wind.

In nil wind situations, be prepared to run fast. In stronger winds, use only the minimum

amount of flare necessary to sufficiently minimize your vertical and horizontal speed. If you

flare too hard in strong winds, the glider will climb rapidly upwards and backwards, and you

may get injured. In strong winds, turn to face your wing as soon as your feet touch the

ground. Immediately stall the glider as rapidly as possible with the brakes or rear risers.

Be prepared to run towards your wing.

Attention! Do not allow the canopy to fall onto the leading edge with energy.

This can destroy the material and affects the life of the ribs at the leading edge!

Ground handling on rough surfaces will accelerate the ageing process of your wing.

17

RANGE OF USE

Towing

The Verve may be tow-launched. It is the pilot’s responsibility to use suitable harness

attachments and release mechanisms and to ensure that they are correctly trained on the

equipment and system employed. All tow pilots should be qualified to tow, use a qualified

tow operator with proper, certified equipment, and make sure all towing regulations are

observed. When towing you must be certain that the paraglider is completely over your

head before you start. In each case, the maximum tow force needs to correspond to the all

up weight of the pilot.

WARNING!! Please always ensure that the brake lines are adjusted to the lengths

recommended here. Setting them shorter could lead to a tendency to stall during towed

flight. Apart from this, there are no special procedures.

Aerobatics

The Verve was not developed or tested to be used for aerobatics (acro). By engaging in

such an activity, you voluntarily assume an increased risk of injury or death. Any type of

acrobatic manoeuvre at all on the Verve is contrary to law and illegal. The pilot would be

putting his/her life at risk. Acrobatics involves a risk of unpredictable flight attitudes, which

could lead to damage to material and structural failure.

Tandem paragliding

The Verve is not intended for tandem paragliding.

Paramotoring

The Verve is not intended for powered flying.

Warning! The Verve must never be used for jumps from an aircraft.

18

EXTREME FLYING MANOEUVRES

Dangerous situations

Any pilot who flies in turbulent conditions or who makes an error in handling the glider is at

risk of getting into an extreme situation. Extreme wind conditions or turbulence which goes

unnoticed by the pilot for too long may leave the wing in an unusual flying position,

requiring special reaction and skills on the part of the pilot. The best way to learn how to

react calmly and correctly in a serious situation is to attend safety training, where you will

learn how to manage extreme situations under the guidance of a professional.

All of the extreme flight figures and flight attitudes described here are dangerous if they are

carried out with inadequate knowledge, without the right safety altitude or without training.

Always keep within the recommended limits. Avoid aerobatics and extreme loading such

as spirals with big ears. This will prevent accidents and avoid overloading the glider.

In turbulent conditions, always keep enough distance from rock faces and other obstacles.

Time and sufficient altitude are needed to recover from extreme situations.

Note! Deploy your reserve if the corrective manoeuvres described in the following sections

do not return the glider to a controllable flying position or if there is not enough altitude for

correction.

SIV / Safety training

The Verve is optimised for XC and competition paragliding and is intended only for

experienced pilots who are able to demonstrate above-average experience and

competence in safety training. The Verve is under no circumstances suitable for a pilot’s

first experience with safety training.

Special folding lines were used for certification of the Verve (see the section “Folding

lines”). Without these folding lines, asymmetric collapses and front stalls vary from the EN

guidelines.

During a safety training course, avoid subjecting the materials of your paraglider to

excessive stress. Uncontrolled flight positions may occur which are outside the

manufacturer limits of the paraglider. This may cause premature ageing, or even structural

failure.

Stretching of the lines and/or canopy material after safety training can lead to a general

deterioration in flight characteristics.

Damage as a result of safety training is not covered by the warranty. Be sure to perform

any simulated collapses correctly. In particular, full speed asymmetric collapses performed

incorrectly may result in unpredictable collapse behaviour and impulsive re-opening.

This behaviour may require considerable pilot skill to manage safely.

Deflations

Due to the flexible form of a paraglider, turbulence may cause a portion of the wing

unexpectedly to collapse. If you get a collapse, the first thing to do is to control your

direction. You should fly away from the ground or obstacles and other pilots.

19

Asymmetric collapse

Use active flying techniques to virtually eliminate collapses in normal flying conditions.

Nevertheless, if you do get a collapse, stabilize your weight in your harness and do not

allow yourself to fall to the collapsed side. Control your course with weight-shift and a little

outside brake. The deflation should re-inflate spontaneously.

Basically when asymmetric collapse is induced when using the folding lines the Verve will

re-open spontaneously from closures of up to 70% with a change of direction from 90° of

up to 180°. The time this takes, and the associated height loss, can however be noticeably

reduced by appropriate action by the pilot. Control your course with weight-shift and a little

outside brake. The deflation should re-inflate spontaneously.

If you react immediately, 30% brake on the open side should suffice to hold the canopy on

a straight course. In the event of a big collapse, this braking should be applied very

carefully to avoid stalling the remaining inflated wing. The pilot’s correction for direction can

be aided by a pumping out the deflation; a slow, long pumping action of the brake of the

deflated side of the wing helps the canopy to re-inflate. If the glider does not self-recover

and the pilot does not correct the canopy can enter a stable spiral dive!

“Cravat” / Line-over

A cravat occurs when a wing tip becomes stuck between the glider lines, for example,

following a bad take-off preparation. On the Verve a cravat is unlikely to occur. If you do

get a cravat, first control your direction. Do this by using weight-shift and enough counter-

brake to stop the turn, but not too much to risk a stall of the opposite side.

A cravat can generally be opened by a short, fast pull on the brake line of the cravat side

Note! Counter-steering too strongly on the inflated side of the glider can result in a stall and

to further uncontrolled flight manoeuvres.

Always remain aware of other aircrafts and terrain when dealing with a problem on your

wing. Do not hesitate to throw your reserve parachute if the rotation in a cravat is

increasing uncontrollably, especially if you are at low altitude.

Symmetric collapse (Front stall)

A negative angle of attack can also cause central part or all of the leading edge of the

glider to collapse. Symmetric (frontal) collapses will normally re-open without pilot input.

The paraglider will pitch forward and then regain speed. Assist this process if necessary

with a symmetric application of the brakes. Take care not to apply too much brake for too

long as this may stall the wing.

In the case of extreme front stalls across the entire wing chord, the wing tips may move

forward making the glider form a U-shape. Again, recovery is by light symmetrical braking

on both sides. Take care that both wingtips return to normal flight evenly.

If you get a collapse while in accelerated flight, release the speed bar immediately.

Then apply the normal procedure for unaccelerated asymmetric collapse.

20

Parachutal stall (deep stall)

Paragliders can go into a deep stall for some reasons: brake lines too short (no slack),

altered trim/line length and changes to profile characteristics caused by moisture (e.g.

flying in rain). Paragliders have a particular tendency to stall if the wing-loading is too low.

An out-of-trim glider, caused by changes in line lengths due to prolonged use, may also

have a higher deep stall tendency.

In a deep stall, the airflow from the front reduces and the glider goes into a stable flight

attitude without forward momentum. The paraglider sinks almost vertically at 4-5 m/s and

there is noticeably less flight noise.

The Verve has no tendency to get into a deep stall. Should this nevertheless occur, make

sure your brakes are fully released, the glider will then normally recover on its own

immediately. If the glider still doesn’t recover either put your hands on the A risers and

push forward or use the speed bar to accelerate to get the wing into a normal flying

position. After you have landed, the glider and the length of the lines must be checked.

Flying in strong turbulence or exiting a deflation with too much brake applied can cause

this situation. A wet glider also has a higher deep stall tendency, and you should do

everything you can to avoid flying in the rain. If you do pass through some rain never make

B3 descent technique or big ears! Apply speed bar until you are confident that the wing has

dried out.

Never apply the brakes, including any wraps taken, in a deep stall.

Full-stall

The full stall happens when the maximum possible angle of attack is exceeded. The most

common cause is going below the minimum speed or flying near the minimum speed

combined with the effects of turbulence. In full stall, the paraglider loses its forwards travel,

surges backwards and deflates. If the brakes are held down, the canopy comes up over

the pilot again. The result is an almost vertical descent with a sink rate of approx. 8m/s.

To induce a full stall, apply full brake on both sides. The glider slows down steadily until it

stalls completely. The canopy suddenly surges backwards a long way. In spite of this

uncomfortable reaction of the canopy, both brake lines must be consequently held down

with all your strength until the canopy is stabilized (directly overhead). This usually takes

3-6 seconds. The Verve generally flies backwards during a full stall but doesn’t always

form a front rosette. A frontal rosette can be formed by entering the full stall slowly. When

entering (braking) fast, the canopy will not always form the desired front rosette.

To recover from a full stall, smoothly release symmetrically both brakes until 90% of

leading edge reopens. After that, the brakes are completely released when the glider

canopy is filled and in front of the pilot. This prevents the canopy from pitching too far

forward. As this is done, the canopy accelerates forwards dynamically and picks up speed.

Note! If the canopy has gone back during the full stall, the brakes must be held down,

otherwise the canopy may surge forward and, in an extreme case, end up underneath the

pilot. Hold the brakes down until the canopy is above you again.

WARNING!! If the brakes are released rapidly and asymmetrically, the glider may surge

almost 90° and suffer an extensive asymmetric collapse.

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MAC PARA VERVE User manual

MAC PARA VERVE User manual

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